Universal governor



July 21, 1942. w! E. BENJAMIN UNIVERSAL GOVERNOR Filed Nov. 29, 1939 3Sheets-Sheet l INVENTOR.

14 191727? ..BE/VJfl/1//. BY f I AgoRNEYa I .July 21, 1942.

w. E. BENJAMIN UNIVERSAU GOVERNOR Filed Nov. 29, 1939 3 Sheets-Sheet 2INVENTOR. W/u rm f. .BE/VJfl/Vl/V.

A ORNEYJ.

m l IVVI/ I! Ill/ll) July '21, 1942. w. E. BENJAMQQ 2,290,797

UNIVERSAL GOVERNGR Filed Nov. 29, 1939 3 Sheets-Sheet 3 1 N VEN TOR. W5275/? 1:. BENJflM/N.

Patented July 21, 1942 UNIVERSAL GOVERNOR Walter E. Benjamin, Anderson,Ind., assignor to Pierce Governor Company, Anderson, Ind., a

corporation Application November 29, 1939, Serial No. 306,653

20 Claims.

This invention relates to an engine governor and the engine may be ofinternal combustion character or of Diesel type. Herein the same isrepresented an disclosed as applied to a Diesel engine construction.

Diesel engines are now employed for not only stationary practice butalso for automotive practic.

The chief criticism for automotive practice is that normally manualthrottle operation of a Diesel engine as a part of automotive equipment,if governed, entails an enormous exertion on the part of the operator.

The present invention seeks to eliminate this objection so that governedDiesel engine power may be utilized in automotive practice withsubstantially the same ease of effort as is now the case with internalcombustion engine practice.

This invention as hereinafter set forth, is a multi-purpose solution. Itmay be employed for the automotive type of control, the constant speedtype of control or a variable speed type of control.

As herein disclosed, the governor is associated with an enginerotatable, centrifugally operable mechanism substantially of thecharacter now generally employed or the same may be of specialcharacter, the former being suitably modified as hereinafter pointed outand the latter being illustrated herein.

It is to .be borne in mind, however, that the range of movement of thecentrifugally operable mechanism which is the source of power forgovernor operation for control purposes, should be sufiicient for thepurposes set forth hereinafter.

tures being common to the Diesel industry at this date so that nofurther description of the same is believed necessary herein, it beingunderstood that movement of the shaft longitudinally in one directioninsures increased fuel supply by the pump to the engine cylinders andmovement of the shaft in the opposite direction insures a diminishingsupply until the shaft reaches the limit of its movement in thatdirection, which coresponds to the cutoff or full stop position andwherein no fuel is supplied to the cylinders by said pump. It might beparenthetically inserted that one pump of this general character is thewell known Bosch type fuel pump for a Diesel engine and the sameincludes at least one pumping element for each cylinder of the Dieselengine, the supply from these elements to the several cylinders beingsimultaneously and similarly regulated by the control or pump rackshaft.

When this governor is incorporated in an automotive arrangement,including a Diesel engine, the governor permits full use of the normalthrottle lever between low or curb idle speed and road speeds withoutencountering any weight pressures of the governor at any one of theintermediate speeds, thereby relieving the operator of the vehicle ofthe excessive strain or effort heretofore required to control anautomotive arrangement provided with a governed Diesel engine. 1

Other objects and features of the invention will be set forth more fullyhereinafter.

The full nature of the invention will be understood from theaccompanying drawings and the following description and claims:

The governor herein disclosed is capable of gov---- erning while idlingover quite a range of speeds and under full load is capable of governingover a wide range of speeds and can control .engine operation to apredetermined high speed. This In the drawings, Fig. 1 is an elevationalview of the embodiment of a centrifugal assembly of a governorstructure, said view being quarter sectioned to governor can be soadjusted that as hereinbefore suggested, it will properly function forthis type of control and furthermore by the .addition or removal ofcertain of the parts and the utilization of other parts inherent to thegeneral com-- bination herein disclosed, the governor may be.

readily adapted to anyone of the several modifications initiallymentioned hereinbefore.

When the governor is applied to a Diesel installation of stationarytype, there may be provided a stop arrangement for completely cuttingoff the show certain parts in detail.

Fig. -2 is a similar view taken at right angles to Fig. 1.

Fig. 3 is an enlarged elevational View of the governor assembly properapplied to a Diesel fuel pump, the cover of the governor housing beingremoved to expose the operative parts of the governor mechanism proper,the centrifugal assembly being omitted.

Fig. 3A is a top plan view of the torsional sprint-throttle connection.

Fig. 4 is an end View of the governor mechanism shown in Fig. 3 andlooking toward the left in said figure.

Fig. 5 is a similar view of the governor structure looking toward theright in Fig. 3, the rack shaft drive, et cetera, as well as the fuelpump being omitted.

Fig. 6 is a sectional view through the drive connecting portion of thegovernor assembly showing wherein and how the power for operating thecentrifugal mechanism, not shown in Figs. 3 to 5, inclusive, may beobtained from the fuel pump power, the details of the drive orconnection between the fuel pump drive and the weight assembly drivebeing intentionally omitted since the same may be of any conventionalcharacter suitable for the purpose.

Fig. 7 is a view similar to Fig. 3 and of a modified form of theinvention, this being the preferred form.

Fig. 8 is a view more or less diagrammatic of the invention shown inFig. '7, showing the parts in the position corresponding to that whenthe motor is not running, the fuel metering shaft or rack shaft of thefuel pump being shown in the full load position and the speed controllever being shown in the idling position.

Fig. 9 is a similar view illustrating the position of the parts when themotor is acceleratin in speed, the speed control lever being shown inthe sharply advanced position, the fuel metering shaft or rack shaft tothe fuel pump having been advanced to full throttle position.

Fig. 10 is a view similar to Figs. 8 and 9 except the parts areillustrated in a position corresponding to when the motor is running atthe low idle speed.

Fig. 11 is a similar view of the same parts showing the speed controllever fully advanced, the fuel metering shaft or pump rack shaft undergovernor control at top motor speed and in this position the pump rackshaft can be moved at will between the low idle position and the topgoverned idle position by means of the throttle or speed control lever,the governor weight energy of the weight assembly having overcome thepreloaded spring energy and the rock shaft having been moved to itsmaximum counterclockwise position.

Before proceeding to a description of the governor mechanism per se,reference is had to Figs. 1 and 2 hereof, wherein there is disclosed oneform of centrifugal operable mechanism. In these figures the numeral Iindicates a shaft driven by the engine and at a speed corresponding toor proportional to the engine and if desired, the shaft III may beconnected to the engine rotatable shaft inherent in a Diesel fuel pumpof the character described.

In Figs. 1 and 2 a base or central body element II is pinned to theshaft III as at I2. A pair of low speed weights I3 are pivotallysupported on shafts I4 mounted in ears on the body II. The low speedweights I3 have the sleeve engaging portions I5 and the tails I6.

At right angles to the diametrically positioned low speed weights I3 arethe high speed weights I! also pivotally supported on shafts I8 whichare mounted in ears carried by the body portion II and these high speedweights have the sleeve engaging portions I 9 and the tails 20. The bodyportion II is provided with diametrically positioned stops 2| engageableby the tails I6 and also is provided in transverse relation with thestop portions 22 engageable by the tails 20. The sleeve 23 is capable ofrotation as well as sliding movement on the shaft I0.

It includes an enlarged lower portion or collar formation 24 which isengaged at all times by the portions I9 and during a portion of the timeby the portions I5 of the respective high and low speed weights I1 andI3. The opposite end of the sleeve is provided with a collar 25 and theextended portion 23a rotatably supports a portion of an anti-frictionbearing structure 23, the face 23a of which is normally engaged by thetwo arm portions 21 of a straddling lever 28 carried by or rigid with arock shaft 29. This rock shaft is the main power shaft, as it were, ofthe governor and it is to be noted that there is a load springassociated therewith as hereinafter pointed out and which normallyconstrains the lever portion 21a into contact with the face 26a so thatas the sleeve is moved longitudinally on shaft I0, the shaft 29 iscorrespondingly rocked and when the sleeve is returned toward itsoriginal position by the load spring, the shaft 29 correspondinglyreturns therewith.

The operation of this form of weight structure may be briefly set forthas follows:

When the engine speed attains a predetermined speed, such as the idlingspeed or low idle, the high and low speed weights have moved outwardlyon their respective pivots and the portions I5 and I9 have moved thethrust sleeve in accordance with the outward movement of said weightsuntil the weights I3 engage by means of tails I6 .the stop portions 2|.This amount of sleeve movement is approximately This constitutes the lowspeed control position. If the engine continues to accelerate or race ata speed higher than the low speed rate, the weights I3 have no furtheroutward movement but weights I! continue their outward movement undersuch additional centrifugal force incident to such increase of speedrotation. As a result, the portions I9 cause the sleeve 23 to continueits longitudinal movement for another /i". In other words, the weightsI! are effective throughout the /2" range of movement of the sleevewhereas weights I3 are effective only for the initial 14" movement ofsaid sleeve. This is one form of weight structure or centrifugalassembly suitable or adapted for power supply to the governor mechanismproper, hereinafter to be described.

Another form of weight structure is a simple Z-Weight or fiyballassembly utilizing but a pair of like weights, such as weights II, itbeing remember that weights I! are effective throughout the entire rangeof sleeve movement. In this respect this last mentioned centrifugalarrangement or flyball assembly is conventional to all fiyball assemblyarrangements except the range of longitudinal movement is doubled andinstead of the conventiontal governor, or more especially the fiyballassembly thereof having a range of movement of but A", which is nowstandard practice, the range of movement is so that this fiyballassembly is effective at what corresponds to low idle engine speeds aswell as high speeds.

This pair of weights serves a dual purpose. First, they operate throughthe low idle range on the first half of the total sleeve movement andsecondly, they operate through the high or top governing range on thesecond or remaining half of sleeve movement. It will be seen by theabove in this form the weights must have approximately twice the normalmovement as compared with standard governor weights, it, of course,being understood that in both forms of fiyball assemblies the governorweights are revolved in the conventional manner and that the weight R.P. M. is in direct relation to the motor R. P. M.

at all times, being driven either directly from the motor at motor speedor through a reduction drive or being driven indirectly from the motorthrough the fuel pump drive and thus proportional to the motor speed atall times.

Both forms of flyball assemblies previously described, have beensuitable for instant governor operation, although the form illustratedand initially described herein in certain instances has certainadvantages over the other and second form of the invention described.

It will be recalled that rock shaft 29 is the governor power shaft. Inother words, the governor control arrangement is actuated in response tothe movement of this shaft. Herein in the several figures it may beassumed that the rock shaft of the governor structure per se is the sameas the shaft 29 herein illustrated in Figs. 1 and 2. If desired,however, whenever it is essential or necessary by reason of clearance,accessory adjustments, et cetera, this rock shaft may through a leverand linkage arrangement operate another rock shaft and such movementwill be proportional to the movement of rock shaft 29. The other rockshaft in that event will be the governor rock shaft. As stated herein,this rock shaft 29 is extended herein so as to be directly incorporatedin the governor structure per se.

Reference now will be had to Figs. 3 to 6, inclusive, wherein oneembodiment ofthe invention is illustrated. This embodiment of theinvention permits the full use of the throttle lever between low or curbidle speed and road speeds without encountering any weight pressures atany speed when the invention is used in .conjunction with the manuallyoperable throttle more particularly in automotive applications wherein aDiesel engine is the source of power.

It may be here stated that the embodiment illustrated in the aforesaidfigures is the first form of the inventiondeveloped and whilesatisfactory for many purposes and applications, it is not universallysatisfactory as is the subsequent form of the invention shown in Fig. 7and the other figures sequentially thereof.

It is to be understood that Figs. 4, 5 and 6 do constitute arepresentation of the basic form of the invention shown in .Fig. 7except as otherwise noted.

In Figs. 3 to 6 inclusive, the numeral 36 indicates the fuel pump for aDiesel engine and the numeral 3! indicates the so-called pump or rackshaft thereof, which when moved in the direction of the arrow, moves tothe full load positionin other words, supplies the .maximum amount offuel to the engine cylinders and when moved to the leftsee Fig.3-reduces the amount of fuel supplied to the engine or entirely cuts ofithe amount of fuel thereby stopping the engine, when maximum movement tothe left has been effected.

Fig. 6 illustrates a drive structure interposed between the governor andthe fuel pump operating mechanism and the gear 32 is the power memberfor the weight assembly previously described.

In Fig. 5 it will be noted that the casting 33 includes the opening 34for pump shaft accommodation, the opening 35 being for the powerapplication accommodation. Secured to this casting is the housing 36provided with a suitable drain as at 31 in the event it is desired toenclose the mechanism completely or partially and submerge the same inlubricant. The flyball assembly .or weight mechanism is housed in theportion which is generally indicated by the numeral 38 and the power, asstated, is derived from the gear 32. Herein the numeral 29 indicates themain rocker shaft.

When the flyball weights start to expand, the shaft 29 rotatescounterclockwise-see Fig. 3- andiif dual pairs of weights are employed,the second set of weights becomes effective to continue thecounterclockwise rotation of shaft 29 the additional amount or distanceincident to the expansion movement of the second set of weights or inthe single pair of weight application incident to the continuedseparation or expansion movement of the single pair of weights. Asbefore state, this rock shaft is the source of power for the governor.

The lever 39 is the master lever and is rigid with said shaft 29 asindicated at 40. Lever 39 includes the extension 4! and includes thelateral offset portion 42 in this form of the invention, this "offsetportion being omittedin the form of the invention shown in Fig. '7.Loosely mounted on the shaft '29 to the extent that it may independentlyrotate with reference to the shaft, is a lever 63. This is of fullfloating character so far as shaft 29 is concerned. The lever 39includes an adjustable pickup in the form of bolt 44 and lock nut '45.An adjusting bolt '48, locked by nut 41 and carried by the lever 39,controls the position of the floating lever 43. The lever 39 also mountsan eye member 68 with an elongated threaded body portion 49 which isadjusted relative to the body portion of the lever as by the lock nuts50. This forms a spring eye adjustment to assist in adjusting the idleposition of the governor for idle running of the engine. The lever 39supports the oppositely projecting stud .51.

The floating lever 43, before mentioned, is held in position bythe'spring 52 which is connected to said floating lever at the ear 53a,the other end of the spring in thi form of the invention being connectedto the lateral offset portion 42 of lever 39. This spring tends to holdthe floating lever 43 against the adjustable stop 49 of the lever 39.When the position of the floating lever 43 is changed, the spring 52 isextended and such position change can be affected up to the point wherethe downwardly extending contact portion 53 of lever 33 is in directcontact with the adjustable member '44 carried by lever 39.

The so-called idling speed adjusting spring is indicated by the numeral54 and one end 55 is secured to the eye 48 carried by the lever 39. Theotherend of the spring 55 is carried by the eye 51 which has anelongated threaded extension 53 and the same mounts a nut 59 foradjustment purposes. Interposed between the casting or housing 36 andthe shoulder 51a. is a spring 69.

The main or high speed spring assembly adjustment includes a yoke 6|including parallel slots 92 therein in which ride the oppositelyprojecting ends of the stud 5|. The opposite end of the yoke 6i hasanchored, as at 63, to its one end of a main spring 64, the other endbeing similarly anchored to a member 65. This member 65 is axiallythreaded to receive an elongated threaded member 66, the position ofwhich is'adjusted or locked by the nut 51'. 69 extends into the springand engages portion .98 of the member Bl when the main spring iscompressed. The other end 69 of the member 66 lies between theears 10 ofthe member H and The member=v the two members are pivotally connectedtogether as at I2. This member II is elongated and exteriorly threadedas at I3 and nuts I4 and 175 are secured thereto on opposite sides ofthe housing 36, as shown.

When the spring holders 65 and 63 are screwed into the coils of thespring 64, the aforesaid changes the rate of the spring by decreasingthe number of operating coils of said spring. Similarly unscrewing thesemembers increases the number of operating coils or turns of said spring6d. screwing the member 66 into the member E35 and against the stop 68will determine the amount of preloading that is desired on the mainspring 64. The adjustment I3 places the entire spring assembly in properadjustment in relation to the stud in the elongated slots 62 in thespring holder 63.

The floating lever 43 is herein shown attached to the pump controlthrough suitable linkage. Herein a pair of links I8 is secured by pin TIto the upper end of the lever 43 and are positioned at opposite sidesthereof. In like manner, these links at the opposite ends are connectedto the end I8 of the pump rack shaft 3| and secured thereto as at I9.

There also is shown in Fig. 3 a speed control or throttle lever 80 towhich the accelerator structure may be connected. Also, there isillustrated a shut-off lever 8|. These are shown mounted on the shafts83 and am, respectively. Lever 89 is pinned to shaft 83 at 84.Inte-riorly shaft 83 mounts collar 88 pinned thereto as at 85. Theshut-01f lever 8| operates an arm 82, carried by shaft 8Ia, which moveslever 43, links I6 and rack rod 3| to cut-01f position.

A torsional spring or spring 85, see Figs. 3 and 3A, is interposedbetween the throttle lever 80 and the floating lever 43. This springincludes a spring strap that is connected with slip-fit arrangement topin 81 on a collar 88. The opposite end of said torsional spring isanchored as at 89 by surrounding pin 90 carried by the lever 43. Levers89 and BI, as shown in Figs. 4 and 5, are exteriorly mounted withrespect to casting 36.

The operation of this form of the invention is substantially as follows:

Starting with a dead motor, the idling spring 54 holds the weightsclosed when the motor is not running. This constitutes a wide openthrottle on the pump. Therefore, this device starts a motor with a wideopen pump, or full throttle. This is desirable. When the motor starts torun and comes up to idling or low idle speed, the Weights I3 and spring54 through the lever 39 and the lever 43. During the idling period, thespring 52 causes the levers 39 and 43 to act as a single unit. It mustbe understood that during this idling period the speed change lever 80is in a position somewhat near the shut-off position shown in dottedlines.

As the lever 80 is moved toward a full load position, the torsionalspring 85 picks up the lever 43 and moves it towards a wide open pumpposition. In doing so, it extends the small spring 52. As the motorspeed increases, the idling weights I3 go out against the stops 2| andthe weights I'i follow them out to the same distance. The weights areautomatically stopped at this point because of the fact the stud 5I hasmoved with the lever 39 until it just contacts the other end of theelongated slots 62 in yoke BI. The weights I'I being much lighter inmass than weights I3, there must be a considerable increase of R. P. M.before these weights can overcome the load im- II expand against theidling.

posed on the spring 64 by means of adjustment of bolt 66 through springholder 65. When the R. P. M. is built up to this point and weight energyovercomes the spring energy, the lever 39 moves still further under theinfluence of weights I1 and the adjustment 44 picks up the lever 43 andstarts to shut ofi or govern the pump. Now, it will be seen that at anypoint between the low idle and the high governed idle, the rack shaft 3|of the pump 30 can be moved at will and manually from one position toanother position Without working against any weight pressures at all. Itwill be also seen that when the governor is under the influence of thehigh speed weights H, the only spring pressures encountered will be thespring 85 which need only be enough to overcom the spring 52.

Reference now will be had to Fig. '7 particularly with reference tostructural details and Figs. 8 to 11, inclusive, for operation details,the latter being shown more or less diagrammatically illustrated in viewof the detailed illustration of the parts and their construction in Fig.'7. Whenever and wherever possible in Fig. '7, numerals of the 100series similar to numerals of the primary series will indicate parts inFig. 7 similar or identical to those in Fig. 3 and which the primaryseries of numerals correspondingly indicate in Fig. 3. Properexplanation accompanying any change in form or location of said parts inFig. 7, as compared to the corresponding parts illustrated in Fig. 3will be recited also in detail. The form of the invention illustrated inFig. 7 is very similar to that illustrated in Fig. 3. It is noted thepreferred form, Fig. '7, is capable of operating at much higher enginespeeds with perfect satisfaction, whereas the form of the inventionshown in Fig. 3 was capable of operating with perfect satisfaction atlow engine speeds but did not produce the desired perfect results athigh engine speeds; hence, the preferance stated.

The chief distinction in Fig. '7 is that the small coil spring,previously interconnected between the lever 39 and the floating lever43, in this form of the invention, is not connected to the lever securedto therock shaft but is secured to the governor case at one end, and, ofcourse, is secured at its opposite end to the floating lever.Furthermore, this form of the invention is capable of modification toeasily transform the same into a variable speed governor by the additionof another spring to which reference will be had hereinafter.

More particularly, it is to be observed that the spring I52 herein whichis connected at I53a to the floating lever I43, has its opposite endconnected to the eye I42a of the adjustable anchorage I42, the samebeing locked in adjusted position by the nut I93, the throttle memberextending through the casting for that purpose.

Thus shut-off lever IBI in this form of the invention is shown carriedexternally on the shaft I8Ib that extends through the governor casing.lnteriorly of the casing, there is rigidly secured, as at IBIa, on saidshaft IBIb, a depending portion I82 that terminates in a lateral portionISZa. This lateral portion is adapted to engage the right hand edge ofthe floating lever I43 in order to force the floating levercounterclockwise, thus forcing the links IIE to the left and the rackshaft I3I to the left therewith. This is in cutoff direction. The dottedline position shows the cutoif position of the shut-off lever I8I Thefull line position shows the shut.- off lever I8I ineffective forcontrol of the pump rack shaft I3 I.

The full line representation of the lever or throttle I80 shows saidlever in the wide open trated the following additions and modifications:

Shaft I83 has pinned thereto as at I93 a lever arm I9I having an eyeportion I92 therein at itsouter end. One elongated angular end I94 of aspring I95 is secured therein. The other angular end of this spring, andindicated by the numeral I96,

is seated in the aperture or eye formation I8"! as an integral part ofthe stop I44. These constitute the only changes required to make thegovernor an all-purpose governor.

It will be noted the idlingspring I54 is adjustable for regulation atI48 and for speed at I58. The main spring I64 is associated with onespring load adjusting member I66 and a spring assembly positionedadjusting member I73. By referring to the previous description for the,form of the invention shown in Fig. 3, the arrangement of the otherparts shown in Fig. 7 will be obvious.

Operation as an automotive governor When the governor shown in Fig. 7 isto be used in an automotive set-up, the spring I95 is not utilized. Ofcourse, the arm I9I. may be included or omitted and it, is not necessarythat member I9'I-I44 be an adjustable eye construction. It may be anordinary. bolt as shown. in Fig. 3. Fig. 7 represents the position ofthe parts when the motor is not running. This same position isillustrated in Fig. 8. The idling spring I54 then is holding themetering shaft I3I in full throttle position by means of the lever I39,spring eye I49, adjusting bolt I45, minor spring I52 and floating leverI43 through the linkage I16.

When the motor is started and is running at 5 an idling speed, of say400 R. P. M., the levers I39 and I43 act as an integral unit, shuttingoff the fuel and only allowing sufficient fuel to operate the motor atthe idling speed. This position of the parts is illustrated in Fig. 10.When the levers I39 and I43 have moved counterclockwise to the lowidling position, it will be noted the stud or pin I5I has taken aposition in the opposite end of the slots I62 in yoke member I6I seemore particularly Fig. 7 and compare with. Fig. 10. The movement of thispin in these slots in the spring holder I63 is equivalent to the firsthalf of the weight lift or travel of the second form of weight assemblydescribed, or that portion of the weight lift or sleeve travelaccomplished by the weights I3 and H in the centrifugal assembly shownin Figs. 1 and 2. This is necessary to accomplish a satisfactory lowidle control.

At low speeds, the levers I39 and I43 cannot advance beyond the positionwhich is allowed or provided for by the slots I62 in the member I6I,because of the preloading of the main spring I64 in the main springassembly, this preloading being obtained by means of the member I56 and:

its positioning being adjusted by means of the member I13. It will beseen this main spring assembly, including the parts last mentioned, isalso an adjustable weight stop inasmuch as it prevents the weights ofthe centrifugal assembly .from further functioning until top motor speedis attained. This statement refers to the second form of weight assemblydescribed but not illustrated.

While the motor is idling, the speed-change lever I is positioned, asindicated by the dotted lines in Fig. 7 and this also is shown in Fig.10. When this control lever is in such position, the torsional spring orspring I is not functioningthat is, it is not effective for fuelcontrol.

When the throttle lever I88 is moved counterclockwise or to the positionshown by the solid lines in Fig. 7, the torsional spring I85 forces thefloating lever I43 to full throttle position, working against the energyexerted by the spring I52. At this point the lower end I53 of the leverI43 contacts the adjusting screw I44 and is restricted from furtherrelative movement.

The motor now will. start to speed up due to full throttle being appliedand will continue to accelerate until the governor Weights of thecentrifugal assembly develop enough energy to overcome the preloading,especially in the spring assembly including the main spring I54. Thestud or pin I5I then extends the spring I54 and governing again isaccomplished at the top engine speed for which the several springs, etcetera, are adjusted.

It will thus be seen that by this arrangement the operator has fullcontrol of the fuel metering shaft position while the motor is runningand at all positions from low idle speed to top governor speed, at whichlatter point the governor automatically takes over the engine controlfrom the operator.

It also will be noted the only pressure required on the throttle leverI80 to maintain top speed of the engine is that required to overcome theenergy includedin the small spring I52.

Full range governing vehicle governor In this type of operation, thespring I interposed between the throttle lever and lever I39 isemployed. However, the torsional spring or spring I85 is removed. Also,the main load spring structure is removed. The levers I39 and I43 aresolidly connected together by running up the adjustments I46 and I44.The idling spring I52 may or may not be employed, depending upon therequirement for operation. The small spring I52 is also removed.

With these changes, it will be observed that any movement of thethrottle lever in a clockwise direction will extend the spring I95,forcing the lever I39 together with lever I43 to full throttle position.The motor thereupon will speed up until the governor weights of thecentrifugal assembly develop enough energy to overcome the spring energyin the spring I95 increasing or decreasing spring tension of the springI95 by shifting the poistion of lever arm I84, and through a shifting ofthe position of the throttle lever I89 will thereupon determine themotor speed and give governing action at all speeds within the limits ofthe spring I95.

Operation as constant speed governor Referring to Fig. 7., the torsionalspring or spring connection I85 is removed. Likewise, the spring I95 isremoved. Furthermore, the spring is accomplished by the adjustment atthe op- 10} posite end of this substituted spring to eye I48 at I49I50.

It is to be observed that in all three cases or applications of thistype of governing structure,

the shut-off lever I8I operates in exactly the same manner and shut-offor engine stopping may be accomplished.

While the invention has been illustrated and described in great detailin the drawings and foregoing description, the same is to be consid 2ered as illustrative and not restrictive in character.

The several modifications described herein as well as others which willreadily suggest themselves to persons skilled in this-art, all are con-2 sidered to be within the broad scope of the invention, reference beinghad to the appended claims.

The invention claimed is: 1. In a multi-purpose governor structureparticularly adaptable for Diesel fuel pump control through a, controlrod, a throttle lever, and centrifugally operable mechanism effective atpredetermined engine speed for control purposes,

the combination of a lever adapted for fuel pump control rod connection,a third lever, a shaft coaxial with the last mentioned lever, the thirdmentioned lever being rigid with the shaft, means operatively connectingthe throttle lever and fuel pump rod connected lever together, thecentrifugally operable mechanism actuating said shaft and the leverrigid therewith for movement of said lever responsive and proportionalto engine speed above the predetermined speed, a spring connected to thefuel pump rod connected lever and normally constraining said fuel pumprod-l5 connected lever toward non-fuel supplying position, a secondspring structure operatively connected to the shaft rigid lever andnormally constraining that lever toward fuel supplying position inopposition to the centrifugal mechanismffio and other means operativelyconnecting under predetermined engine speed conditions, the second andthird mentioned levers together for conjoint movement.

2. In a multi-purpose governor structure par-" ticularly adaptable forDiesel fuel pump control through a control rod, a throttle lever, andcentrifugally operable mechanism effective at predetermined engine speedfor control purposes,

the combination of a lever adapted for fuel pump' '30 control rodconnection, a third lever, a shaft coaxial with the last mentionedlever, the third mentioned lever being rigid with the shaft, meansoperatively connecting the throttle lever and fuel pump rod connectedlever together, the centrifugally operable mechanism actuating saidshaft and the lever rigid therewith for movement of said leverresponsive and proportional to engine speed above thepredeterminedspeed, a spring I connected to the fuel pump rod connectedlever 7 and normally constraining said fuel pump rod connected levertoward non-fuel supplying position, a second spring structureoperatively connected to the shaft rigid lever and normally constrainingthat lever toward fuel supplying posi- A suitable heavier 5,

'tion in opposition to the centrifugal mechanism,

and other means operatively connecting under predetermined engine speedconditions, the second and third mentioned levers together for conjointmovement, the last mentioned means being arranged to permit relativeindependent movement between the second and third mentioned leverswithin the operation range of said .last'mentioned means.

3. In a multi-purpose governor structure particularly adaptable forDiesel fuel pump control through a control rod, a throttle lever, andcentrifugally operable mechanism effective at predetermined engine speedfor control purposes, the combination of a lever adapted for fuel pumpcontrol rod connection, a third lever, a shaft coaxial with the lastmentioned lever, the third mentioned lever being rigid with the shaft,means operatively connecting the throttle lever and fuel pump rodconnected lever together, the centrifugally operable mechanism actuatingsaid shaft and the lever rigid therewith for movement of said leverresponsive and proportional to engine speed above the predeterminedspeed, a spring connected to the fuel pump rod connected lever andnormally constraining said fuel pump rod connected lever toward non-fuelsupplying position, a second spring structure operatively connected tothe shaft rigid lever and normally constraining that lever toward fuelsupplying position in opposition to the centrifugal mechanism,

and other means operatively connecting under predetermined engine speedconditions, the second and third mentioned levers together for conjointmovement, the last mentioned means being arranged to operatively unitethe second and third mentioned levers together for simultaneousmovement.

4. In a, multi-purpose governor structure particularly adaptable forDiesel fuel pump control through a control rod, a throttle lever, andcentrifugally operable mechanism effective at predetermined engine speedfor control purposes,

' the combination of a lever adapted for fuel pump operativelyconnecting the throttle lever and fuel pump rod connected levertogether, the centrifugally operable mechanism actuating said shaft andthe lever rigid therewith for movement of said lever responsive andproportional to engine speed above the predetermined speed, a springconnected to the fuel pump rod connected lever and normally constrainingsaid fuel pump rod connected lever toward non-fuel supplying position, asecond spring structure operatively connected to the shaft rigid leverand normally constraining that lever toward fuel supplying position inopposition to the centrifugal mechanism, and other means operativelyconnecting under predetermined engine speed conditions, the second andthird mentioned levers together for conjoint movement, the firstmentioned connecting means being arranged for selective connecl tion,movement of the throttle lever in one direction for fuel reductionpurposes rendering the first mentioned connecting means inoperative,throttle lever movement in the opposite'and fuel increasing directionrendering said first mentioned connecting means operative for imposinggovernor control at open throttle positions under predetermined enginespeed conditions.

5. In a multi-purpose governor structure par- 5 ticularly adaptable forDiesel fuel pump control,

the combination of a lever adapted for fuel pump control rod connection,a second lever, an operating shaft coaxial with both levers, meansoperatively connecting together under predetermined engine speedconditions said levers for conjoint operation, a throttle lever, springmeans connecting the throttle lever to one of the other levers, and acentrifugally operable mechanism operatively associated with the shaftand effective at predetermined engine speed for shaft and lever movementresponsive and proportional to engine speed.

6. In a multi-purpose governor structure particularly adaptable forDiesel fuel pump control, the combination of a lever adapted for fuelpump control rod connection, a second lever, an operating shaft coaxialwith both levers, means operatively connecting together underpredetermined engine speed conditions said levers for conjointoperation, a throttle lever, spring means connecting the throttle leverto one of the other levers, a centrifugally operable mechanismoperatively associated with the shaft and effective at predeterminedengine speed for shaft and lever movement responsive and proportional toengine speed, and a shut-off lever arranged for fuel pump control rodmovement to shut-off position and through the first mentioned lever.

'7. In a multi-purpose governor structure particularly adaptable forDiesel fuel pump control, the combination of a throttle lever, a duallever construction, a portion of which is operatively connected to thefuel pump control rod for governor control thereof, an operating shaftfor the dual lever construction, means connecting the throttle lever tothe dual lever construction, spring means for load purposes operativelyconnected to the dual lever construction, and a centrifugally operablemechanism operatively associated with the shaft and effective atpredetermined engine speed for shaft and dual lever movement responsiveand proportional to engine speed.

8. In a multi-purpose governor structure particularly adaptable forDiesel fuel pump control, the combination of a throttle lever, a duallever construction, a portion of which is operatively connected to thefuel pump control rod for governor control thereof, an operating shaftfor the dual lever construction, means connecting the throttle lever tothe dual lever construction, spring means for load purposes operativelyconnected to the dual lever construction, said throttle and dual leverconnecting means being of resilient character, and a centrifugallyoperable mechanism operatively associated with the shaft and effectiveat predetermined engine speed for shaft and dual lever movementresponsive and proportional to engine speed.

9. In a multi-purpose governor structure particularly adaptable forDiesel fuel pump control, the combination of a throttle lever, a duallever construction, a portion of which is operatively connected to thefuel pump control rod for governor control thereof, an operating shaftfor the dual lever construction means connecting the throttle lever tothe dual lever construction, spring means for purposes operativelyconnected to the dual lever construction, said throttle and dual leverconnecting means being of resilient character and having operativeconnection with the throttle lever permitting throttle lever movement inthe cutoff direction without affecting dual lever construction movementand movement in the opposite direction beyond a predetermined throttleposition affecting dual lever operation,

and a centrifugally operable mechanism operatively associated with theshaft and effective at predetermined engine speed for shaft and duallever movement responsive and proportional to engine speed.

10. In a multi-purpose governor structure particularly adaptable forDiesel fuel pump control through a control rod, a throttle lever, andcentrifugally operable mechanism effective at predetermined engine speedfor control purposes,

the combination of a lever adapted for fuel pump control rod connection,a third lever, a shaft coaxial with the last mentioned lever, the thirdmentioned lever being rigid with the shaft, means operatively connectingthe throttle lever and fuel pump rod connected lever together, thecentrifugally operable mechanism actuating said shaft and the leverrigid therewith for movement of said lever responsive and proportionalto engine speed above the predetermined speed, a spring connected to thefuel pump rod connected lever and normally constraining said fuel pumprod connected lever toward non-fuel supplying position, a second springstructure operatively connected to the shaft rigid lever and normallyconstraining that lever toward fuel supplying position in opposition tothe centrifugal mechanism, other means operatively connecting underpredetermined engine speed conditions, the second and third mentionedlevers together for conjoint movement, and a lost motion connectionbetween one of the spring structures and its associated lever.

11. In a multi-purpose governor structure particularly adaptable forDiesel fuel pump control through a control rod, a throttle lever, andcentrifugally operable mechanism effective at predetermined engine speedfor control purposes, the combination of a lever adapted for fuel pumpcontrol rod connection, a third lever, a shaft coaxial with the lastmentioned lever, the third mentioned lever being rigid with the shaft,means operatively connecting the throttle lever and fuel pumprod-connected lever together, the centrifugally operable mechanismactuating said shaft and the lever rigid therewith for movement of saidlever responsive and proportional to engine speed above thepredetermined speed, a spring connected to the fuel pump rod connectedlever and normally constraining said fuel pump rod connected levertoward non-fuel supplying position, a second spring structureoperatively connected to the shaft rigid lever and normally constrainingthat lever toward fuel supplying position in opposition to thecentrifugal mechanism, and other means operatively connecting underpredetermined engine speed conditions, the second and third mentionedlevers together for conjoint movement, the first mentioned meansconnecting the throttle and pump control rod connected levers includinga yielding member normally resisting separation movement between saidlast mentioned yielding member connected levers.

12. In a multi-purpcse governor structure particularly adaptable forDiesel fuel pump control through a control rod, a throttle lever, andcentrifugally operable mechanism effective at predetermined engine speedfor control purposes, the combination of a lever adapted for fuel pumpcontrol rod connection, a third lever, a shaft coaxial with the lastmentioned lever, the third mentioned lever being rigid with the shaft,means operatively connecting the throttle lever and fuel pump rodconnected lever together, the centrifugally operable mechanism actuatingsaid shaft and the lever rigid therewith for movement of said leverresponsive and proportional to engine speed above the predeterminedspeed, a spring third mentioned levers together for conjoint. rmovement, and another spring means normally constraining one of thefirst two mentioned levers toward the other of the first two mentionedlevers.

13. In a multi-purpose governor structure particularly adaptable forDiesel fuel pump control through a control rod, a throttle lever, andcentrifugally operable mechanism effective at predetermined engine speedfor control purposes,

the combination of a lever adapted for fuel pump control rod connection,a third lever, a shaft coaxial with the last mentioned lever, the thirdmentioned lever being rigid with the shaft, means operatively connectingthe throttle lever and fuel pump rod connected lever together, thecentrifugally operable mechanism actuating said shaft and the leverrigid therewith for movement of said lever responsive and proportionalto engine speed above the predetermined speed, a spring connected to thefuel pump rod connected lever.-

and normally constraining said fuel pump rod connected lever towardnon-fuel supplying position, a second spring structure operativelyconnected to the shaft rigid lever and normally constraining that levertoward fuel supplying position in opposition to the centrifugalmechanism, other means operatively connecting under predetermined enginespeed conditions, the second and third mentioned levers together forconjoint movement, another spring means normally.

constraining one of the first two mentioned levers toward the other ofthe first two mentioned levers, and a lost motion connection between oneof the first two mentioned levers and its associated spring structure.

14. In a multi-purpose governor structure particularly adaptable forDiesel fuel pump control through a control rod, a throttle lever, andcentrifugally operable mechanism effective at predetermined engine speedfor control purposes, the" combination of a lever adapted for fuel pumpcontrol rod connection, a third lever, a shaft coaxial with the lastmentioned lever, the third mentioned lever being rigid with the shaft,means operatively connecting the throttle lever and fuel pump rodconnected lever together, the centrifugally operable mechanism actuatingsaid shaft and the lever rigid therewith for movement of said leverresponsive and proportional to engine speed above the predeterminedspeed, a spring connected to the fuel pump rod connected lever andnormally constraining said fuel pump rod connected lever toward non-fuelsupplying position, a second spring structure operatively connected tothe shaft rigid lever and normally constraining that lever toward fuelsupplying position in operation to the centrifugal mechanism, and othermeans operatively connecting under predetermined engine speedconditions, the second and third mentioned levers together for conjointmovement, means for adjusting the initial position of one of the springstructures, and other means for adjusting the strength of saidadjustably positioned spring structure.

15. In a multi-purpose governor structure particularly adaptable forDiesel fuel pump control through a control rod, a throttle lever, andcentrifugally operable mechanism effective at predetermined engine speedfor control purposes, the combination of a lever adapted for fuel pumpcontrol rod connection, a third lever, a shaft coaxial with the lastmentioned lever, the third mentioned lever being rigid with the shaft,means operatively connecting the throttle lever and fuel pump rodconnected lever together, the centrifugally operable mechanism actuatingsaid shaft and the lever rigid therewith for movement of said leverresponsive and proportional to engine speed above the predeterminedspeed, a spring connected to the fuel pump rod connected lever andnormally constraining said fuel pump rod connected lever toward non-fuelsupplying position, a second spring structure operatively connected tothe shaft rigid lever and normally constraining that lever toward fuelsupplying position in operation to the centrifugal mechanism, and othermeans operatively connecting under predetermined engine speedconditions, the second and third mentioned levers together for conjointmovement, means for adjusting the initial position of one of the springstructures, other means for adjusting the strength of said adjustablypositioned spring structure, and a lost motion connection between saiddual adjustable spring structure and its associated lever.

16. In a multi-purpose governor structure particularly adaptable forDiesel fuel pump control 7 through a control rod, a throttle lever, andcentrifugally operable mechanism effective at predetermined engine speedfor control purposes, the combination of a lever adapted for fuel pumpcontrol rod connection, a third lever, a shaft coaxial with the lastmentioned lever, the third mentioned lever being rigid with the shaft,means operatively connecting the throttle lever and fuel pump rodconnected lever together, the centrifugally operable mechanism actuatingsaid shaft and the lever rigid therewith for movement of said leverresponsive and proportional to engine speed above the predeterminedspeed, a spring connected to the fuel pump rod connected lever andnormally constraining said fuel pump rod connected lever toward non-fuelsupplying position, a second spring structure operatively connected tothe shaft rigid lever and normally constraining that lever toward fuelsupplying position in operation to the centrifugal mechanism, and othermeans operatively connecting under predetermined engine speedconditions, the second and third mentioned levers together for conjointmovement, means for adjusting the initial position of one of the springstructures, other means for adjusting the strength of said adjustablypositioned spring structure, a lost motion connection between said dualadjustable spring structure and its associated lever, and an adjustablestop arrangement included in said dual adjustable spring structure.

17. A multi-load full range governor, including centrifugal mechanismincluding centrifugal operable means progressively effective forsuccessive progressive control, a shaft rockable by said mechanism, amultiple lever construction mounted upon said shaft and responsive toand operable by said centrifugal mechanism only through said shaft andhaving operative connection with an engine fuel controlling member,spring means independent of the centrifugal mechanism for controllingthe idling range of the engine and operatively associated with themultiple lever construction, other spring means also independent of thecentrifugal mechanism and operatively associated with the multiple leverconstruction for controlling the remainder of the range of engineoperation, and a lost motion connection between the last mentionedspring means and the lever construction permitting first mentionedspring means control independent of second mentioned spring meanscontrol for low speed range control.

18. A multi-load full range governor, including centrifugal mechanismincluding centrifugal operable means progressively effective forsuccessive progressive control, a shaft rockable by said mechanism, amultiple lever construction mounted upon said shaft and responsive toand operable by said centrifugal mechanism only through said shaft andhaving operative connection with an engine fuel controlling member,spring means independent of the centrifugal mechanism for controllingthe idling range of the engine and operatively associated with themultiple lever construction, other spring means also independent of thecentrifugal mechanism o of the centrifugal operable means untilincreased engine speed becomes effective through increased centrifugalforce upon the remainder of the weight mass for the operation of thelost motion connected spring means. I

19. In a multi-purpose governor structure particularly adaptable forDiesel fuel pump control, the combination of lever means adapted forfuel pump control rod connection, a throttle lever connected thereto forengine control, an operating shaft for said lever means, a centrifugallyoperable mechanism operatively associated with the shaft and effectiveat predetermined engine speed for shaft lever means movement responsiveand proportional to engine speed, a spring construction, and a lostmotion means between the spring construction and lever means, saidspring construction including a spring operatively connected at one endto the last motion means, an adjustable anchorage at the opposite end,of the spring, turn varying anchoring means therefor for spring lengthand rate of spring variation, and an adjustable connection between thespring and the adjustable anchorage for spring load variation.

20. In a multi-purpose governor structure particularly adaptable forDiesel fuel pump control, the combination with a speed responsivecontrol for the fuel pump control rod and a manually operable controlfor the rod, each control including a lever, of another lever coaxialwith one of the other levers but movable relative thereto, meansnormally constraining each coaxial leverto predetermined position, alost motion connection between the coaxial levers, and means connectingthe manually operable control lever to one of the coaxial levers, thelatter having direct connection to the pump rod.

WALTER E. BENJAMIN.

